Draft appliance for mine and other cars



Ma 2,; 1934,, A. H. smw

DRAFT APPLIANCE FOR MINE AND OTHER CA RS Original Filed Nov. 15. 1920 2 Sheets-Sheet 1 0 0 1 0000000000 000000000 0000000 0000000000 000000000 I|||| r 00 J 00 00 J 00 00 0 00 00 00 00 0000000 00 0000000 00 O0 00 00 00 oo 00 8 3 we s 0 2 co oo oo oo 00 %Q\ 00 Q 00 00 00 0o 00 00 0o 00 0o o 00 00 00 00 O0 O0 00 10b 00 00 who oo 00 O0 O0 O0 O0 00 00 0000000 0000000 00 00 00000 00000000 00000 W o0000000 A TTORN.

May 29, 1934. A, O 1,961,021

DRAFT APPLIANCE FOR MINE AND OTHER CARS I Original Filed Nov. 15. 1920 2 Sheets-Sheet 2 W $4 8 my Patented May 29, 1934 DRAFT ABPLIANCEQlggg MINE AND OTHER Audley Hart Stow,- Charleston, W. Va; Edith S. White, executrix of the estate of Audley Hart Stow, deceased, assignor to Sanford Investment Company, Wilmington, Del.,- a corporation of Delaware Original application November 15, 1920, Serial No. 424,132. Divided and this application ctober 21, 1926, Serial No. 143,187

11 Claims. (01. 105-354) N OFFICE This invention relates to certain improvements in and relating to draft appliances for mine cars and the like; and the objects and nature of the invention will be readily understood by those skilled in the art in the light of the following explanation of the accompanying drawings illustrating what I now believe to be the preferred mechanical expressions or embodiments of my invention from among other forms, constructions and arrangements within the spirit and scope thereof.

This application is filed as a division of my pending application Serial No. 424,132, for improvements in Mine cars and the like, and for this application, I claim the date of filing of said parent case, namely, Nov. 15, 1920.

This invention relates particularly to mine cars for hauling coal and similar minerals and ores.

The object of this invention is to provide spring draft appliances, more particularly to the end that the length of life of the equipment may thereby be increased.

With this and other objects in view, the invention consists in certain novel features in construction and in combinations and arrangements as more fully and particularly set forth and pointed. out hereinafter.

Referring to the accompanying drawings, in which, in all longitudinal views, the left end, as shown, is considered the front end, and the righ end, the rear end of the car.

It will be understood that references made herein to original figures apply to the figures of my said copending parent application.

Fig. 1 is a bottom plan of a traction truck constructed in accordance with my invention, the axles being broken away, the lading holding body of my complete car not being shown, and is the same as original Fig. 1, except that certain parts .50 Fig. 5 is a detail top plan of another form of car end structure, partially broken away to expose the longitudinal horizontal section.

- Fig. 6 is a detail longitudinal vertical section showing a portionof one end of the car and the structure of Fig. 5.

.tions of the side beams.

Fig. '7 is a view similar to Fig. 6, and is the same as original Fig. 28, except that it shows in solid lines what was shown in dotted lines, in original Fi 28.

Fig. 8 is a view similar to Fig. '7, showing a still different form of draw bar, and is the same as original Fig. 31. Fig. 9 is a view similar to Fig. fl, showing an automatic car coupling device, and is the same as original Fig. 38, except that the dotted lines have been omitted. v

Fig. 10 is a viewsimilar to Fig. 9, and is the same as original Fig. 38, except that it shows in solid lines what was shown inv original Fig. 38 in dotted lines.

The transverse out to out dimensions of I mine cars, more particularly, are limited by the conditions, the object of this invention being in 'part to attain the maximum transverse lading dimensions reasonably attainable.

With the old type mine cars, the longitudinal wooden planks which had heretofore formed the bottom or any portion of the lading bottom below the plane passing through the tops of the car wheel axles.

I preferably employ longitudinal. supporting side beams, the axle journal bearings being secured to the side beams above the bottom por- I am thus enabled tosupport the lading bottom by the bottom portions of the side beams, so that my improved sub-axle lading bottom is below the plane passing through the tops of the car wheel axles. The side beams may also support the'lading body. Suitable end reinforcements may also be provided which will obviate the necessity for a center thrust beam extending throughout the length of the car. Suitable spring draft appliances may also be provided, which will increase the length of life, of the equipment. The several parts of my improved traction truck may be riveted or otherwise suitably attached together.

As shown in Fig. 2, the car wheels 1, resting on the track 2, support the car wheel rotary axles 3.

The car axles arepassed through integral cast axle boxings 4, riveted to the flanged metal side beams 5. The sheet metal lading siding 6, is supported, mainly, by the flat strap belts '7, 7A.

, The endbeams 8, 8A, Fig. 1 are secured, at their ends, to the ends of the side beams 5. The primary lading bottoms 9, 9A, 9B, are shown as three spaced apart approximately rectangular sheet metal plates riveted to the under side of the bottom flanges 5A, of the side beams 5. The secondary lading retaining bottoms 10, 10A, 1013',

' also sheet metal plates and spaced apart, are so i ing bottom 10, is passed up over the upper flange 8B of the front end channel 8, so as to suitably guide the lading over said end channel when the car is tilted forward in the end dumping position.

/ There is thus obviously left below the said secondary lading bottom,'room for the draft appli ances, see also Fig. 7.

As shown in Fig. 3, the rear main lading bottom 9B, extends the full length of the portion of the traction truck shown, passing under, the bottom flange 8C, of the rear end channel 8A, for the full width of said flange, although I do not wish to limit myself to the precise details shown. The rear end of the traction truck may evidently be the same, whether for an end dump car, or for a sidewise dumping-car.

The spring draft appliance as shown in Fig. 3, is adapted to either or both ends ofthe car, and consists, more-particularly, of the drawhead composed of the double draw bars 11, 11A, and the draw bar housing 12, 12A. The upper draw bar or draw head-11, partly broken away, and the lower draw bar or draw head 11A, are welded together at their forward ends so as to form a round spindle 11B, adapted to receive the double coil springs 13, 13A. The draw head spring spindle and springs operate between the draw head housing side plates 12, 123, see also Fig. 4.

As shown in Fig. 4, the housing side plates 12, 12B, are provided withample integral horizontal bottom flanges 12C, bearing on the main lading bottom 93. These bottom flanges may be riveted or otherwise suitably attached to the said lading bottom. The side plates are 'tobe cut so as to avoid unnecessary loss of lading'space. The housing cover plate 12A, has side flanges 12D, the said flanges making reasonably close contact with the outer faces of the side plates, so as to make a reasonably tight housing covering, as shown, and

may be held in working position, as by nuts and bolts.

' The coil springs 13, 1 3A, Fig. 3, operate between the rear pivot bridle 14, and the thrust plate' 15.

16B, by means of which the forward bridle plate is also riveted between the housing side plates.

The central portion is apertured to receive, quite loosely, the hollow shank 15A, of I the thrust plate 15.

The thrust plate 15, still Fig. 3, may obviously be approximately cylindrical so as to form a suitable bearing plate for the coil springs 13, 13A, and is apertured in the center so as to, neatly receive the draw bar spindle 11B.

The shock plate 17, still Fig. 3, is also apertured to receive neatly the draw bar spindle 11B, and is held in place by the spindle key 11?). When the tractive haulage strain is sufficient in amount to bring the shock plate to a bearing against the central portion 16A, of the forward bridle plate, the said forward bridle plate will thereafter take care of the tractive haulage strains, until these strains are again reduced below the resistance of the coil springs.

The draw head spindle 113, still Fig. 3, is shown as being on a relatively'flat slope or pitch, so that obviously the binding of the parts, due to the fact that the spindle is not quite in line with the tractive haulage strains, will not be seriously objectionable.

As shown in Figs. 1 and 2, the bumper plate 18, in vertical cross section, is of channel form, its upper and lower flanges 18A, 18B, respectively, sliding longitudinally of the car, within the upper and lower flanges 8D, 80, respectively, of the rear end channel 8A. The wood springs 19, see also Fig. 1, serveto cushion the haulage impacts. Obviously, the bumper plate 18, Fig. 1, may be termed a center bumper.

The side bumpers 18C, Figs. 5 and 6, also consist, obviously, of formed up sheet metal, and in vertical cross section, are also of channel form.

Again also, the side bumpers slide within the end channel 8A, the cushioning material in this .case

being solid wood beams 19A. These side bumpers are spaced apart, so as to provide ample clearance, obviously, for coupling purposes. The draw head 110, is riveted direct to the web plate 8E, of the front end channel 8, by the rivet 19.

The draw head 11C, Figs. 5 and 6, is shown as a double draw head, consisting of the upper draw head or draw bar 11D, and the lower draw head or bar 11E, formed up out of flat strap iron, of approximately, horizontal U-shape.

The draw head 11C,'as shown in Figs. 5 and 6, may obviously however be provided with an approximately horizontal spring draw head spindle 11F, see Fig. '7, similar, obviously, to the spring I draw head spindle, 113, Fig. 3. It will be evident this draw head is in line with the supporting side beams 5. The'draw head spindle 11F, is shown as passing through the web plate 8E, of the end channel 8, about midway between the upper and lower flanges 8B, 8F, respectively.

The draw head 11G, Fig. 8, may also be described as a center draw bar, or center draw head, for the obvious reason that it is located approximately midway' between the upper and lower flanges 8B, 8F, respectively, of the front end channel 8. This draw head is shown as a single draw head, and used with the clevis coupling 20.

The draw head shank 11H, may evidently also be a suitable coil spring spindle, also placed in the vertical center of the end channel, and thus, obviously, quite close to the lading bottom.

My improved traction truck particularly readily admits of automatic couplings, similar to the automatic coupling 111, Fig. 9, which may have a broad base IN, by means of which it may be riveted to the forward face of the web plate 8E, of the end channel 8, by the rivets 20. The said 1,901,021 automatic couplingmay of course also have the approximately horizontal spring shank 11K, extending rearwardly through the said end chanrestricted to' the precise details shown, but hold myself at liberty to make changes and alterations as are within the spirit and scope of my tion with said invention. g

The lading bottom may be reinforced, at the end, by a sheet metal plate 90, Figs. 1 and 2, riveted to the main lading bottom, by the rivets 21, thus giving a substantial anchorage to the rigid draw head 11L, 11M.

As shown in Fig. 2, the lading body end lift gate 22, is provided with the usual lift gate hook What I claim is: v

1. In a mine car, the combination of axles, side and connecting end sills, a lading bottom the lower portions of'which lie in a plane below the horizontal plane of the tops of the axle journals and also below the horizontal plane of the upper portions ofthe side sills, a draw-head housing arranged above said lading bottom adjacent one end sill, a spring in said housing, and a draw-head extending into the housing in relaspring and over theadjacent end sill.

2. In a mine car, the combination of axles, side connecting end sills, a stationary lading bottom the lower portions of which lie in a plane below the horizontal plane of the tops of the axle journals and also below the horizontalplane of the upper portions of the side sills, a draw-head housing arranged above said lading bottom adjacent one endsill, a spring in said housing,

and a draw-head extending into the housing I frame having a transverse end structure and a stationary lading-bottom the lower portions of which lie in a plane below the horizontal plane,

of the journals of the car'axles and also below the upper portions of the side members of the supporting frame, a haulage draw. bar means in-.

cluding a spring-cushioned longitudinally-movable'draw bar located above said bottom and ex-; tending over said end structure, and guiding means for said movable draw bar.

5. In a mine'car, the combination of axles, side sills, end sill structures connected with the side sills and having a transverse metal member with an upright back face, a lading bottom the lower portions of which lie in a plane below the horizontal plane of the tops of the axle journals and also below-the horizontal plane of the upper portions 01 the side sills, a spring draw-head away from the said housing and over the upright plane of the back of the said end structure meta transverse member.

6. In a mine car, in combination, a supporting frame having a transverse end structure including a transverse metal member with a substantially upright back wall, a lading bottom the lower portions of which lie in a plane below the horizontal plane of the tops of the journals of the car axles and also below the horizontal plane of the upper portions of the side members of the supporting frame, a haulage draw bar means including a spring-cushioned longitudinallymovable draw bar extending in part substantially horizontally in an upright plane that cuts said upright wall of said transverse member of said end structure, and guiding means for said movable draw bar.

7. In an end dump mine car, the combination of axles, side and connecting end sills, a lading bottom having a portion lying below the horizontal plane of the tops of the the axle journals and also below the horizontal plane of the upper portion of the end sill, said end sill having an upright wall, a lading deflector rising from said lower portion of the bottom substantially to said plane for guiding the lading over the end sill during dumping, a spring located beneath said deflector and inside said upright wall, and a draw head engaged with said spring and extending lolngitudinally past the upright wall of said end si 1.

8. In an end dump mine car, the combination of axles, side and connecting end sills, a lading bottom having a portion lying below the horizontal plane of the tops of the axle journals and also below the horizontal plane of the upper portion of the end sill, said end sill having an upright wall, a lading. deflector rising from said lower portion of the bottom substantially to said plane for guiding the lading over the end sill during dumping, a spring located beneath said deflector and inside said upright wall, and a draw head engaged with said spring and extending through the upright wall of said end sill.

9. In an end dump mine car, the combination of axles, sideand connecting end sills, a lading bottom having a portion lying below the horizontal plane of the tops of the axle journals and also below the horizontal plane of the upper portion of the end sill, said end sill having an upright wall, a lading deflector rising from said lower portion of the bottom substantially to said plane for guiding the lading over the end sill during dumping, a coil spring located beneath said deflector with its axis substantially parallel to said deflector, and a draw head engaged with said spring and extending through said deflector and longitudinally past the upright wall of said end sill.

- -10. In an end dump mine car, the combination of axles, side and connecting end sills, a lading bottom having a portion lying below the horizontal plane of the tops of the axle journals and also below the horizontal plane of the upper portion 3 adjacent one end sill, and'a draw-head extend-"- ing into the said housing andalso extending of the end sill, said end sill having an upright wall, a lading deflector rising from said lower portion of the bottom substantially to said plane for guiding the lading over the end sill during housing arranged above said lading bottom ing engaged-withsaid upright wall, and a draw 15o a, lading bottom in'cluding a portion lying be-- low the horizontal plane of the topsof the axle journals and secured to the bottom flanges of the end and side sills, a lading deflector rising from said bottom portion to the, upper portion 10- of the end sill 'for guiding lading over said end sill during dumping, said bottom portion, upright wall and deflector constituting a substantially closed draw head housing, a spring located in sa'dhousing, and a draw head engaged with said spring and extending longitudinally past the upright wall of said end sill.

AUDLEY HART STOW. 

